Variable-speed gear.



C. M. MANLY.

VARIABLE SPEED GEAR. APPLICATKOH nuzn uov.2. I909. RENEWED OCT. 2. 191:.

1,266,606. Patented May 21,1918.

I l SHEETS-SHEET I.

man/m C. M. MANLY.

VARIABLE SPEED GEAR.

APPLICATION FILED NOV. 2. 1909. RENEWED OCT. 2. 917.

1,266,606. Patented May 21,1918.

II SHEKTS-SHEET 2.

WITNESSES:

mmvrol? C. M. MANLY.

VARIABLE SPEED GEAR.

APPLICATION FILED NOV. 2. I909. nEnEwEo OCT. 2. 1911.

1 ,266,606. Patented May 21,1918.

I 3 INVENTOR C. M. MANLY. VARIABLE SPEED GEAR. APPLICATION men NOV. 2. I909. RENEWED 001.2. 1911.

1,266,606. Patented May 21,1918.

I I 8HEETS-SHEET 4.

g I QQ g, f n G v a '0 E q O Q O .5' w 0 O cw n R 0 o w 7 3 O I n a v 9 v I'll/T758. INVENTOR A iii ATTORNEY c. M. MANLY. VARIABLE SPEED GEAR.

APPLICATION FILED NOV- 2. I809. RENEWED OCT- Z. I9".

,1918. I l suns-sun? 5.

Babentad May 21 OWN NN\ INVEJTOR C. M. MANLY. VARIABLE SPEED GEAR. APPLICATION HLED NOV. 2, I909. RENEWED cm. 2. m1.

1,266,606. Patented May 21,1918.

I I SHEETS-SHEET G- Z\ 21 25g M326 540 AttyJ C. M. MANLY.

VARIABLE SPEED GEAR.

APPLICATION HLED uov.2.19o9. ncuzwzu act. 2. m1.

Patented May 21,1918.

I SNEEIS QHEET I.

TllllllTliW C. M. MANLY.

VARIABLE SPEED BEAR.

APPLICATION FILED uov.2.19o 9. RENEWED ocr. 2 I917.

1 ,266,606. A Patented May 21,1918.

H SHEETSSHEET 8.

C. M. MANLY.

VARIABLE SPEED GEAR. APPLICATION FILED Nov. 2. 1909. RENEWED OCT. 2. Ian.

1 ,266,606. Patented May 21, 1918.

l I SHEETS-SHEET 9- AttyS.

1| SHEETSSHEET I0.

Patented May 1, 1918.

C. M. MANLY.

VARIABLE SPEED GEAR.

APPLICATION HLED NOV. 2, 1909. RENEWED 001.2.1912.

mmwon ATTORNEY C. M. MANLY.

VARIABLE SPEED GEAR. APPLICATION FILED uov.2.1909. RENEWED net. 2. 1911.

1,266,606. Patented May 21,1918.

I I SHEETS-SHEET II.

lnven or:

UNITED STATES PATENT OFFICE.

CHARLES MATTHEWS MANLY, OF NEW YORK, N. Y.

VARIABLE-SPEED GEAR Application filed November 2, 1909, Serial No. 525,925.

To all whom it may concern:

Be it known that I, CHARLES M. MANLY, a citizen of the United States, and resident of New York city, in the county of New York and State of New York, have invented certain Improvements in Variable-Speed Gears, of which the following is a specification.

My invention relates to improvements in variable speed gears or transmitting mechanisms of the class shown and described in my Letters Patent No. 710,485, dated Octo-- her 7, 1902,'and No. 801,097, dated October 3, 1905, in which a pumping device and a motor operated by fluid delivered from the pump are interposed between a prime mover or drivin member and a driven device, whereby t e driven member or device may be caused to operate at any and all speeds in both directions with a torque inversely proportional to its speed, without requiring changes either in the speed, direction of rotation, or power of the prime mover.

One object of my invention is to provide improved, simple and effective means in such mechanism for varying at will the velocity ratio of the driven member to the prime mover; a further object is to provide means whereby, when the pump and motor shafts are rotating in the same direction at substantially the same speed, the said shafts may be locked together and when it is desired that they cease to rotate at equal speeds the may be unlocked.

Vl ith these and other objects in view, my invention consists of an improved speed gear or transmitting mechanism embodying a pump driven from any external source of power, a motor connected to the pump by a fluid and adapted to be connected to a driven device or member, with means for adjusting the relative capacities of the pump and the motor, as hereinafter more articularly pointed out in the claims; and it further consists in means for locking together the.

I finally in the novel construction and details Specification of Letters Patent.

journaled,

Patented May 21, 1918.

Renewed October 2, 1917. Serial No. 194,417.

Fig. 2 is an enlarged longitudinal sectional view on the line 22, Fig. 1, looking in the direction of the arrows;

Fig. 3 is a transverse sectional view on the line 33, Figs. 1 and 2, looking in the direction of the arrows, with certain parts in elevation;

Fig. 4 is a transverse sectional view on the broken line 44, Figs. 1 and 2, looking in the direction of the arrows, with certain parts in elevation;

Fig. 5 is a transverse sectional view on the line 55, Figs. 1 and 2, looking in the direction of the arrows;

Fig. 6 is a sectional view on the line 6-6, Fig. 5, looking in the direction of the arrows;

Fig. 7 is a diagrammatic illustration of certain valves and connections of the control mechanism, hereinafter more particularly referred to;

Fig. 8 is an enlarged sectional view on the line 88, Fig. 5, looking in the direction of the arrows;

Fig. 9 is a similar view on the line 9-9,

Fig. 10 is a. similar view on the line 1010, i

Fig. 5, arrows;

Fig. 11 is a detailed sectional view hereinafter referred to;

Fig. 12 is an enlar ed end elevation of Fig. 1 viewed from the le t hand end;

Fig. 13 is a top plan view of a slightly modified form of the mechanism shown in Fig. 1;

Fig. 14 is a longitudinal sectional view on the line 14-44, Fig. 13, looking in the direction of the arrows;

Fig. 15 is an end elevation of Fig. 13 viewed from the left hand end; and

Figs. 16 to 19 are detail views hereinafter described.

Referring now to the drawings, in which the same reference characters relate to the same or corresponding parts in all the views, the numeral 18 indicates a casing in which is b means of two ball bearings 20 at the left hand side of Fig. 2, the pump cylinder element 22 consisting of a cylindrical tubular hub 24 in the interior of which is formed a valve chamber 26, while radiating from the hub 24 are nine hollow cylinders 28, Fi 3, here shown as equid stantly spaced. S 'dably mounted in each of the looking in the direction of the cylinders 28 are pistons 30' connected at their outer ends by means of the bolts 32 to cross heads 34, which bolts pass through the holes 36 in the ends of the said cross heads 34 slightly larger than the bolts 32 to permit lateral lay of the cross head to prevent binding 0? the piston. The cross heads 34 are here shown as of tubular form slidably mounted on the exterior surface of the cylinders 28, while formed on each cross head at diametrically opposite points are the two cross head pins 38. J ournaled on each cross head pin 38 by means of the balls 40 are rollers 42, which are retained in their proper position on the cross head pins by means of the rivets 44, journaled in the holes 46 in the said cross head pins, said pins being so positioned that the pins do not pass beyond the outer-ends of the cylinders when the pistons are reciprocated, as hereinafter described.

Mounted in the casing 18, Figs. 2 and 3, is a crank element 48, on which are formed, at dian'ietrically opposite points, the two adjusting heads 50 and 52, the head 50 with its encircling sleeve 54 being slid-ably mounted in the supporting arm 56 of the casing 18. and the head 52 with its encircling sleeve 58 being slidably mounted in the supporting arm 60 of the casing 18. The said crank element 48 is thereby transversely displaceable, so that its center may be adjusted to coincide with the center of the valve chamber 26, or to be eccentric to the said center on either side of the vertical line 2-2, Fig. 3.

Mounted in the crank element 48 are two circular rings or tracks 62 on which the cross head rollers 42 are adapted to roll when the cylinder element 22 is rotated, the rollers 42 being compelled to remain in contact with the tracks 62 by means of the guard flanges 64 of the crank element 48. Connected to the left hand end (Fig. of the cylinder element 22 by means of the pin 66 is the driving head 68 of the driving shaft 70, the latter being journaled in the hub 72 of the casing 18 through which it passes to the outside for connection to any suitable driving device or power generator.

Mounted in the valve chamber 26 of the cylinder element 22 is the valve element 74 on the left hand end of which is formed the valve head 76. Formed on the right hand end (Fig. 2.) of the valve element 74 is a valve head '77 which projects into the interior of the valve chamber 27 of the 'motor cylinder element 23, the latter by means of its hub 25 being journaled through the two ball bearings 21 in the casing 18. Rad ating from the cylinder element 23 are nine, or any other suitable number, of motor cylinders 29, Fig. 4. Slidably mounted in each of the cylinders 29 are pistons 31 connected bv the bolts 33 through the holes 37 to the cross heads 35. J ournaled on the two cross head pins 39 of each cross head by means of the balls 41 are cross head rollers 43 held thereon by the rivets 45 and which roll on the circular tracks 63 when the cylinder element is rotated, the tracks 63 being mounted in the two rings 49 which here constitute the motor crank element and which are in turn fixedly mounted in the casin 18; the center of the said circular tracks 1s, however, eccentrically placed with reference to the center of the rotary cylinder element 23, as clearly shown in Fig. 4. Formed on each of the two rings 49 of the motor crank element are inner annular flanges 65 which keep the rollers 43 from leaving the tracks 3 when the cylinder element 23 is not rotating. 'Connected to the right hand end of the hub 25 of the cylinder element 23, by means of the pin 67 and its driving head 69, is the driven shaft 71, which is journaled in the hub 73 of the casing 18 through which it passes for connection to any driven device or member.

Formed in the pump valve head 7 6 of the valve element 74, Figs. 2 and 3, are the two diametrically opposite main ports 86 and 88 respectively, which are separated from each other by the bridges 90 and 92. When the driving shaft is rotated in the direction of the arrow shown in Fig. 2 (the cylinder element 22 rotating in a clockwise direction, as viewed in Fig. 2) the port 86 becomes the ingress port an the port 88 the egress port when the crank element 48 is in the position shown in Fig. 2 with its center eccentric to, and to the right of, the center of the valve element 74-. Any fluid which is in the port 86 will then be free to pass therefrom through the cylinder ports 82 of the pump cylinders 28 when the said cylinders are rotating above the horizontal median line of Fig. 3, the bridges 90 and 92 being of a circumferential length equal to the circumferential length of the cylinder ports 82, the passage of fluid from the ingress port 86 to the cylinders 28 beginning as soon as the center of the cylinders passes the horizontal median line and continuing through 180 degrees of rotation until the center of the cylinders is again coincident with the horizontalmedian line. Any fluid which is in the cylinders 28 will be free to pass therefrom into the egress port 88 as soon as each cylinder in its rotation passes the horizontal median line and continuingthrough 180 degrees of rotation below the said line until the center of the cylinder is again coincident with the horizontal median line, and such fluid passed out of the cylinders 28 will be received into the egress port 88.

Formed in the body of the valve element 74 on the upper side of the horizontal median line, Fig. 3', are three ingress passages 84, which terminate at the left end, Fig. 2, in the ingress port 86 and at the other end in the ing shown, as the valve head 77 is here shown as similar in all respects to the valve head 76, the location of the bridges of which has been previously explained. With the ecentricity of the rings 49 of the motor crank element on the left hand side of the vertical median 'line through the valve element 74, as shown in Fig. 4, any fluid delivered from the pump cylinders 28 through the egress port 88 and egress passages 85 to the main port 89 of the valve head 77 will be free to pass through the said port 89 and the motor cylinder ports 83 into the motor cylinders 29 whenever the cylinders are below the horizontal median line of Fig. 2, and will there act against the pistons 31, thereby causing them through their cross heads 35, to force the rollers 43 against the eccentric tracks 63, thus causing the cy inder element 23 to revolve in a clockwise direction, as viewed in Fig. 4. As the motor cylinder element 23 is thus rotated the fluid which is in the cylinders 29 will be forced therefrom, whenever the said cylinders are rotating above the horizontal median line, and will pass into the port87 and through the passages 84 to the ingress port 86 of the valve head 76, the fluid thus being caused to circulate in a continuous circuit from the pump cylinders to the motor cylinders and back again.

Formed in the outer surface of the pump valve head 76, (Fig. 2), and diametrically opposite the egress port 88. are two recesses 94 and 96, respectively, each of a circumferential length equal tn the said port 88, and each of an axial'width equal to onehalf the axial width of the port 88, and symmetrically spaced with reference thereto, so that theefl'ect of any fluid pressure between the port 88 and the valve chamber 26 tending to force the valve head 76 toward the opposite side of the valve chamber 26 will be bal-* site side with the two balance ports 102 and 101 connected by the holes 106 and 108 with the port 80 whereby the effect of fluid pressure in the said port 86 will be balanced by fluid pressure in the balance ports 102 and 101. The holes 100 and 106 and the holes 98 and 108 do not connect, as they are in different planes in the body of the valve. In a similar manner the motor valve head 77 is provided with the balance ports 95 and 97 connected by the holes 99 and 101 with the port 89, and the balance ports 103 and 105 connected by the holes 107 and 109 with the port 87.

By means of the ball bearings 20, the balls of which roll in grooved tracks in the outer and inner rings of the said bearings, and the inner rings of which abut against the shoulders 110 and 112 on the hub 24 of the cylinder element 22, the said cylinder element 22 is located both axially and radially with reference to the casing 18, and in a similar manner by means of the ball bearings 21 and the shoulders 111 and 113 on the hub 25 of the motor cylinder element 23, the said motor cylinder element 23 is also located both radially and axially with reference to the said casing 18, the space between the outer rings of the two inner ball bearings 20 and 21, respectively, being filled by the gimbal ring 80 which is revented from turning with reference to t e casing by means of the two pins 370, (Fig. 5) which are connected by threads to the casing 18 and pass through the two diametrically opposite holes 111 in the ring 80; these pins are prolonged toward the center and pass through the diametrically opposite holes 115 in the gimbal ring 79, and the pins 78 mounted in the two diametrically opposite holes 116 of the ring 79 are prolonged toward the center into the holes 117 in the lugs 118 formed on the valve element 74. The interior of the rin 79 is made slightly larger than the pro ecting lugs 118 of the valve element 74, and its outside diameter is made slightly smaller than the inside diameter of the ring 80, and the pins 78 and 370, respectively, are so mounted as to permit the said gimhal ring 79 to rock on them. The clearances between the ring 80 and gimbul ring 79 and valve element 7 4 permit the valve element 74 to have freedom of movement with reference to the casing 18. except rotation and endwise displacement with respect thereto, the valve element thus being permitted to find its own proper alinemeut with respect to the pump cylinder element 22 and the motor cylinder element but being held from rotation and axial displacement by means of the said gimbal rings.

Formed on the valve element 74 is a boss 120 in which is provided a passage121 connecting the ingress passages 84 of the said valve element 74 to the pipe 122 which passes through the holes 123 and 124 in the rings 79 and 80 respectively, and through the plug 126 of the casing 18, connecting at its'other end with the control valve block 127. Formed on the valve element 74 is another boss 128 in which is a passage 129 which connects the egress passe e 85 with the pipe 130 which passes throug the holes 131 and 132 in the rings 79 and 80, respectively, and through the plug 133 connecting at its other end wlth the said valve block 127. Formed in the said control valve block 127 is a cylindrical valve chamber 134, which, by means of the port 135 is connected with the pipe 122 above described. Similarly the valve chamber 134 is connected to the pipe 130 by means of the port 136. Mounted in the valve chamber 134 is a valve 137 comprising two heads 138 and 139, respectively, joined by the stem 140, and formed on the right hand end of the said valve 137 is a stem 141 which passes through the plug 143, and on the outer end of which is mounted a yoke 142. Formed on the other end of the said valve 137 is a stem 144, which is slidably mounted in the plug 145 which closes the left hand end of the valve chamber 134. With the valve 137 in the position shown in Fig. 5, passage of fluid from the pipe 122 to pipe 130 is prevented by the valve head 139, but if the said valve 137 is moved toward the right a distance equal to the actual length of the valve head 139, the said valve head will begin to uncover the port 135 and further movement of the said valve to the right will permit fluid to pass from the pipe 122 to the said pipe 130, and I, therefore, designate the said valve 137, a byl-pass valve. In order to'balance the said by-pass valve 137 so that fluid pressure introduced into the valve chamber 134 through the pipe 130 and ort 136 will not act to displace the said va ve from the position shown or prevent its easy operation by manual exertion of the operator, I pro vide holes or assages, not shown, in the body of the said valve leading from one end thereof to the other, so that whatever flu .d ]pressure is in one end of the valve chamber as free access to the other end thereof.

Formed in a lower horizontal plane in the said valve block 127 (as shown in section in Fig. 6) is a valve chamber 146, the two ends of the said valve chamber 146 being of the same diameter of bore, while formed near the center of length of the said chamber is a reduced bore 147. Mounted in the said valve chamber is a valve 148 comprising three heads, the two outer ones 149 and 150 being of the same diameter and fitting the bore of the valve chamber 146, while the central valve head 151 is of a reduced diameter fitting the rereduced bore 147. The valve chamber 146 is closed at its two ends by the plugs 152 and 153 respectively, and mounted between the plug 152 and the valve head 149 is a spring 154, while between the valve head 150 and the plug 153 is a spring 155, which,

for reasons hereinafter stated, is of such a length com ared with the spring 154 that the said vaii c 148 tends to stay in the position shown in Fig. 6, unless displaced therefrom by fluid pressure introduced in the said valve chamber by means hereinafter described.

Formed in the valve block 127 is a passage 156 which connects atits lower end with the right hand end of the valve chamber 146 and to the left of the valve head 149, while the upper end of the said passage 156 connects with the port 135 of the by-pass valve chamber 134 as shown by the dotted lines in Fig. 5 and in section in Fig. 8.

Formed in the valve block 127 is another passage 157 (Figs. 5 and 10) which similarly connects at its lower end with the left hand end of the valve chamber 146 to the right of the head 150 and at its upper end with the valve chamber 134 and thereby with the port 136. By these means any fluid pressure existin in the pipe 122 will be free to pass throug the port 135, passage 156, into the right hand end of the valve chamber 146 where it will act, due to the difl'erence in size of the valve heads 149 and 151, respectively, to force the valve head 149 toward the plug 152, and if the fluid pressure so introduced is sufiicient it will thereby cause the central valve head 151 to move to the right of the port 158, formed at the center of the reduced valve bore 147, and thereby connect the port 158 with the passage 157 which, in turn through the valve chamber 134, and port 136, is connected with the pipe 130 and thereby with the passages 85. Similarly if fluid pressure pass from the passage 85 through the pipe 130, port 136, valve chamber 134 and passage 157 into the valve chamber 146, and if such fluid pressure so introduced therein is greater than the fluid pressure introduced through the passage 156, as above described, the said fluid ressure introduced through the passage 157 will act to cause the valve head 151 to move to the left of thepprt 158, as shown in Fig. 6, thereby connecting the port 158 with the passages 84 of the valve 74 through the -passa e 156, port 135, and pipe 122, above descri ed. It is thus seen that the said valve 148 automatically acts to connect the port 158 with the low pressure side or ingress passages of the said valve 74, whichever tpassages, happen to be the ingress ones at e time, and I therefore designate it the low pressure circuit valve.

Formed in the same horizontal plane 1n the said valve block 127 is a. valve chamber 160 closed at its two ends by the plugs 161 and 162, and mounted therein is a valve 163 comprising three heads 164, 165, and

166, respectively, of the same diameter. Formed in the valve head 164 are passages 167 which. connect the space between the valve heads 164 and 165 with the space between the valve head 164 and the plug 161, and mounted between the said valve head 164 and the plug 161 is a spring 168. Similarly in the valve head 166 are passages 169, which connect the space between the valve heads 166 and 165 with the space between the valve head 166 and the plug 162, and mounted between the valve head 166 and the plug 162 is a spring 170 which is of equal strength to the spring 168 so that the valve 163 tends to remain in the position shown in Fig. 6, unless displaced therefrom by means hereinafter described.

Formed in the valve block 127 is a passage 171 which connects at its lower end with the valve chamber 160 between the valve heads 165 and 164, while its upper end connects with the valve chamber 134, and thence with the rt 135, as more clearly shown in Fig. 8. ormed in the valve block 127 is a similar passage 172 connecting at its lower end with the valve chamber 160 between the valve heads 165 and 166, while its upper end connects with the valve chamber 134 to the left of the valve head 139 and thence through the port 136 with the pipe 130, as more clearly shown in Fig. 10.

Formedin the valve chamber 160 at its center of length and under the valve head 165, as shown in Fig. 6, is a port 173, which when there is no fluid pressure in the valve chamber 160, is automatically cut off from communication therewith, but, when fluid pressure is introduced in the said valve chamber 160 through the passage 171 or the passage 172, the said port is automatically connected to whichever of the said passages contains the higher fluid pressure,

as the said fluid pressure acting in the said valve chamber 160 forces the valve head 165 toward the opposite end of the chamber. It is thus seen that the valve 163 acts to connect the port 173 through the passage 171 or 172 with whichever side of the valve element 74 is at the time the high pressure side, and I therefore, designate the said valve 163 the high pressure circuit valve.

Formed in the valve block 127 parallel to the valve chamber 160 is a passage 174 which by means of the passage 175 is connected with the passage 17 6, as more clearly seen in Fig. 10. The said passage 176 connects at its right hand end, Fig. 5, with the chamber 177, closed at its outer end by the plug 178. Mounted in the chamber 177 is a valve 179, the left hand end 180, being slidably mounted in the assage 176, previousl described. Formed on the left hand and o the plug 178 is a stem 181 which telescopes into the bore 182 formed in the valve ed on the said stem 181.

179, the said valve 179 bein slidably mountrovided between the flange 183 on the valve 179 and the plug 178 is a spring 184 acting between the said flange and plug to keep the valve 179 in the position shown in Fig. 5. Formed in the end 180 of the valve 179 is a passage 185 connecting the passage 176 with the bore 182 of the valve 179, the diameter of the passage 176 being slightly greater than the dlameter of the bore 182 whereby fluid pressure existing in the passage 176 will tend to force the valve 179 toward the right. As the said passage 176 is connected through the passages 174 and 175 with the port 173 (Fig. 6) and as the port 173 is automatically connected by the valve 163 with the high pressure side of the valve element 74, it is thus seen that any high pressure. existing in the valve element 74 will at all times be free to act in the passage 176 to force the 'valve 179 toward the right, and as the forcing of the valve 179 toward the right when carried sufficiently far will connect the passage 176 with the chamber 177, and as the chamber 177 is connected by means of the passages 186 (Fig. 9) with the low pressure circuit valve chamber 146 through the port 158, and thereby with the low pressure side of the valve element 74, I therefor designate the said valve 179 a safety valve.

Formed near the bottom of the valve block 127 (Fig. 5) is a valve chamber 187, in which is mounted a valve 188 comprising four heads 189, 190, 191 and 192, respectively, while projecting from the right hand end of the valve head 189 is a stem 193 provided with a reduced neck 194 which passes through the hole 195 in the cross head 196, the said cross head 196 bein slidably mounted on the prolongation 197 of the valve chamber 187 and connected to the valve stem neck 194 by the nut 198. Formed on the cross head 196 are two diametricall opposite cross head pins 199 the object 0 which will be explained later. Formed in the valve chamber 187 between the valve heads 189 and 190 is a passage 200 to which is connected the pipe 201. Formed to the left of the passage 200 and under the valve head 190 is a port 202 to which is connected the pipe 203, and under the valve head 191 is a port 204 to which is connected the pipe 205; the object of the pipes 201, 203 and 205 (shown broken in Fig. 5) is explained hereinafter.

Formed in the upper side of the valve chamber 187 between the valve heads 189 and 190 is a passage 206 connecting with the passage 207, (shown dotted in Fig. 5 and in cross section in Figs. 8, 9, and 10), the said passage 207 connecting near its other end with the passage 208 which enters the upper side of the valve chamber 187 between the heads 191 and 192, thus joining the two portions of the valve chamber together. Connected with the passage 207 is a passage 209, (shown dotted in Fig. 5 and in cross section in Fig. 9) which connects with the port 158 of the low pressure circuit valve chamber 146, the said Dort 158 being connected b the passages 186 with the low ressure si e of the safety valve chamber 177, previously described. Connected with the valve chamber 187 between the valve heads 190 and 191 is a passage 210 (Fig. 9) which connects with the high pressure circuit valve chamber 160 in the port 173, the said port 173 being connected by the passage 212 with the passage 174, which is further connected by the passage 175 with the passage 176 (as shown 1n Fig. 10), which forms the high pressure side of the safety valve chamber heretofore described.

Referring now to Fig 3, it will be readily seen that when the crank element 48 is eccentric to the center of rotation of the cylinder element 22, rotation of the said cylinder element 22 will cause the cross head rollers 42 to roll on the tracks 62, thereby causing the cross heads 36 to move from their innermost position with respect to the center of the said cylinder elemeiit 22 to their outermost position during 180 degrees motion above the horizontal median line when the cylinder element 22 is rotated in a clockwise direction, as viewed iii Fig. 3,

provided the center of the said crank element 48 is to the right of the vertical median line; and when the center of the said crank is eccentric to and to the left of the center of rotation of the said c linder' element 22, the cross heads 36 w' move in a reverse direction or from their outermost position to their innermost position during the corresponding angular motion. Similarly the cross heads move from their outermost position to their innermost position during 180 degrees motion below the center line when the center of the crank element 48 is to the right of the vertical median line, and in the reverse direction when the center of the said crank element 48 is to the left of the vertical median line. Since the pistons 30 are so connected to their respective cross heads 36 as to move with them, the said pis tons 30 will be reciprocated inside the bore of the cylinders 28 in unison withthe reciprocation of the cross heads on the exterior of the said cylinders, and consequently any fluid in them port 86 will be drawn through the cy inder ports 82 into the bore of the cylinders while the said cylinders are rotating in a clockwise direction above the horizontal median line, and correspondingly any fluid so drawn into the bore of the cyl- 'inders 28 will be forced therefrom into the egress port 88 while the cylinders are rotating below the horizontal median line. The mechanism described thus acts as a pump to draw fluid in from the port 86 and force it out through the port 88, the amount of fluid drawn in and forced out during each revolution of the cylinders being dependent on the degree of eccentricity of the crank element 48 with respect to the center of rotation of the cylinder element 22. When the crank element 48 is concentric with the center of rotation of the cylinder element 22 the rotation of the said cylinder element 22 will produce no reciprocation of the pistons 30 and consequentl no fluid will be drawn in or forced out o the said cylinders. When the center of the crank element 48 is to the left of the center of rotation of the cylinder element 22, as viewed in Fig. 3, the function of the ports 86 and 88, respectivel will be reversed, fluid being drawn in t rough the port 88 and forced out through the port 86, and in order to control both the amount of fluid so drawn in and forced out of the said cylinders and also the function of the ports 86 and 88, I provide means for adjusting the center of the crank element 48 with respect to the center of rotation of the cylinder element 22. Such adjustment might be effected by means of a screw and nut, the screw bemg connected with the crank element 48 and the nut connected with the'casing 18 or several other equally simple means might be employed, but I prefer to effect this adjustment by the means which-I will now describe.

Formed in the adjusting head 52 of the crank element 48 is a chamber 215 in which is mounted a shell 216, and connected to the said adjusting head 52 by means of the threads 217 is a rod 218 which passes throu h the hole 219 in the base of the shell 216, t e said rod 218 having a collar 220 which is drawn against the base of the said shell 216. Mounted in the supporting arm 60 of the casing 18 is a piston 221, which by means of the collar 222 and the nuts 223 is held securely against longitudinal motion with respect thereto, the said piston projecting into the c linder 216. The rod 218 passes through e hole 224 in the piston 221, and formed in the piston 221 is a cavity 225 which is closed at its outer end by the plug 226, which is provided with the bore 227 through which the rod 218 passes. In assembling the pump, the piston 221 is inserted in the supporting arm 60 while the two halves of the casing are unattached, hence when the halves are drawn together by their connectin bolts, the collar 222 lies within an interna flange on the end of the arm 60. The clamping nuts 223 are then tightened u against the flange, holding the piston rigi ly in place.

Formed in the rod 218 are radial holes 228 which connect with the axial hole 229,

connected at its other end with the radial holes 230, the said cavity and holes being provided so that any fluid introduced into the cavity 225 may freely pass therefrom into the space between the piston and'the bottom of the cylinder, and any fluid in the latter space may freely pass in the reverse direction.

Formed in the piston 221 is a passage 231 which connects the cavity 225 with the pipe 203, shown broken in Fig. 3, and as connected to the ort 202 at the bottom of the adjusting va ve chamber 187 in Fig. 5.

Formed in the adjusting head 50 of the pum crank element 48 is a chamber 232 in w ich is mounted a shell 233. Mounted in the supportin arm 56 of the casing 18 is a piston 234 wfiich by means of the collar 235 and the nuts 236 is held securely against longitudinal motion with respect thereto.

Formed in the center of the piston 234 is a passage 237 which connects at its right hand end with the interior of the shell 233 and at its outer end with the pipe 205, shown broken in Fig. 3, but as connected to the ort 204 of the adjusting valve chamber 187 in Fig. 5.

It has been previously explained that with the parts in the position shown in the drawings, when the pump cylinder element 22 is rotated in a clockwise direction as viewed in Fig. 3, fluid will be drawn from the passages 84 and port 86 in the cylinders 28 when the said cylinders are rotating above the horizontal median line, and such fluid will be forced out under pressure into the port 88 and passages 85 w en the said cylinders are rotating below the horizontal median line. It has also been previously explained that when the center of the crank element 48 is on the left of the vertical median line in Fig. 3, and the cylinder element 22 is rotated in the same or clockwise direction, the port 86 and passages 84 and the port 88 and passages 85 mutually chan e their functions, the port 88 becoming the ingress port and the port 86 the egress port. It has also been ex lained that, by means of the pipes 122 an 130, fluid pressure from the assages 84 and 85 respectively, is led tlirough the by-pass valve chamber 134 and the passages 171 and 172, respectively, to the high pressure circuit valve chamber 160 and through the passages 156 and 157 to the low pressure circuit valve chamber 146,. and also how the high pressure fluid is thus, by means of the passage 210, always connected to the adjusting valve chamber 187 between the valve heads 190 and 191, and how the low pressure fluid by means of the passages 207, 206 and 208 is also connected to the said adjusting valve chamber 187 between'the heads 189 and 190 and betweenthe heads 191 and 192 respectively. It has also just been shown how the pipe 203 connected the port 202 of the adusting valve chamber 187 to the space between the adjusting piston 221 and the interior of the shell 216, and how the pipe 205 connects the port 204 with the space between the iston 234 and the shell 233. In order to ma e these connections clear they are shown diagrammatically in Fig. 7 with the same numerals designating the same or corresponding principal parts. Referring now particularly to Fig. 7, it will be readily seen that when fluid under pressure exists in the pipe 130 the said fluid pressure will pass throu h the passage 172 into the left side of the igh pressure circuit valve chamber 160 forcing the valve 163 toward the right side of the chamber and thereby causing the head 165 to uncover the 'port 173 connected to the passage 210 leading to the high pressure section of the adjusting valve chamber 187 between the heads 190 and 191. The high pressure fluid which enters the high pressure circuit valve chamber 160 is also free to pass through the passage 157 into the left side of the low pressure circuit valve chamber 146, where acting between the two unequal valve heads 150 and 151 it causes the low pressure circuit valve 148 to be forced toward the left side of the chamber thus causing the valve head 151 to so move as to prevent high pressure fluid from being connected with the port 158 and assage 207. Such motion of the valve 148,

owever, connects the opposite side of the valve chamber 146 through the port 158 with the passage 207 and thus with the low pressure sections of the adjusting valve chamber 187 between the heads 189-190 and 191-192. Low pressure or suction fluid is thus free to pass from the passage 207 through the valve chamber 146, between the heads 149 and 151, through the passage 156, passage 171 and pipe 122 to the low ressure passages 84 of the valve element 4. Such movement of the low ressure circuit valve 148 also connects t e pipe 122 with the passage 186 which leads into the low pressure side of the safety valve chamber 177, and it also connects the pipe 122 to the passages connected to the space between the adjusting valve heads 189 and 190 and the heads 191 and 192, respectively, so that if the adjusting valve 188 is adjusted to the right, high pressure fluid between the heads 190 and 191 will pass through the pipe 203 and into the space between the shell 216 of the adjusting head 52 and the piston 221 attached to the supporting arm 60, thus forcing the said adjusting head to the left and thereby causing fluid between the shell 233 of the adjusting head ,50 and piston 234 attached to the supporting arm 56, equal in amount to the highpressure fluid introduced in the opposite chamber, to be forced out through the pipe 205 into the adjusting valve chamber 187 between the heads 191 and 192 and from thence through the passages 208, 207 and 209 into the right hand side of the low pressure circuit valve chamber 146, and from thence through the passage 156 into the right hand side of the high pressure circuit valve chamber 160, and thence through the passage 171 into the bypass valve chamber 134, and thence through the pipe 122 into the ingress passages 84 of the valve 74. Similarly if high pressure exist in the pipe 122, the high pressurecircuit valve 163 will be forced to the left, thus causing such high pressure to be connected to the high pressure side of the safety valve chamber 176 and also to the adjusting valve chamber 187 between the heads 190 and 191 and such high pressure will also act in the low pressure circuit valve chamher 146 to force the low ressure circuit valve 148 to the right and thus shut off communication between the passages 156 and 209, and low pressure will be free to pass from the adjusting valve chamber 187 between the heads 189 and 190 and the heads 191 and 192, respectively, through the passages 206, 208, 207 and 209 to the left hand side of the low pressure circuit valve chamber, and thence through the assage 157 to the left hand side of the hig pressure circuit valve chamber 160, and thence through the passage 172 into the left hand side of the by-pass valve chamber 134, and thence through the pipe 130 into the main circuit passages 85, which in this case we have supposed to have become the ingress passages. It is thus seen that, by the above described means, fluid pressure derived from the high pressure side of the main fluid circuit connecting the pump and motor may be utilized for adjusting the eccentricity of the crank element 48 with respect to the center of'rotation of the cylinder element 22. In order, however, to better control this fluid pressure adjusting mechanism, I rovide means, which I will now describe, or causing the said adjusting mechanism to automatically cease to act when it has moved to a position indicated by the motion of an operators control lever. Referring again to Fig. 7 and assuming fluid pressure to exist in the pipe 130, said pressure will' by the means just described pass into the adjusting valve chamber 187 between the valve heads 190 and 191. If the pipe 130 is the high pres sure pipe the pipe 122 will be the low pressure'or suction pipe, and any fluid introduced into the adjusting valve chamber 187 between the heads 189 and 190 and the heads 191 and 192 will be free to pass into the low pressure pipe 122, and thence to the low pressure side of the main circuit. Connected to the outer end of the rod 218 is a lever 250 which by means of a pin 252 has a rockin connection therewith. Formed on one en 193 of the ad usting valve 188. If now the handle of the control lever 250 be moved to the left in Fig. 7, the adjusting head being relatively hard to move, the pin 252 will act as a fulcrum and cause the other end of the lever 250 to pull the adjusting valve 188 to the right, thereby causing the head 190 I to uncover the port 202 permitting high pressure fluid between the heads 190 and 191 to pass through the port 202 and pipe 203 between the shell 216 of the adjusting head 52 and the piston 221 attached to the adjusting arm 60, thereby causing the adjustiug head 52 and consequently the crank element 48 to move to the left. As soon as the adjustin head 52 begins to move under the action 0 'the fluid pressure the lever 250 acts on the operators hand, (or if the pawl 256 be in contact with the quadrant 258 then on the said pawl 256) as a fulcrum, and motion of the said adjusting head will cause the upper end of the lever 250 to be pulled to the left so that the adjusting valve 188 will also be carried to the/left toward the position from which it has been displaced by the operator, andrthe valve head 190 will again cover the port 202 when the adjusting head 52 has moved to the position indicated by the extent of motion given to the handle of the lever 250 by the operator. Similarly, right hand motions by the operator of the lever 250 will cause the adjusting valve 188 to move to the left, thus causing thehead 191 to uncover the port 204, and permittin high pressure fluid to pass between the she I 233 of the opposite a justing head'50 and the piston 234 attached to the supporting arm 56, and such fluid pressure will cause right hand motion of the said ad usting head 50, which in turn will produce right hand motion of the adjusting valve 188 and cause the adjusting valve to close the port 204, when the said adjusting head 50 has moved to an extent proportionate to the extent of movement given to the lever 250 by the operator. From the previous description of the valves and connections in Fig. 7, it will be seen that if the pipe 122 be the high ressure pipe and 130 the low pressure one, high pressure fluid wlll be delivered to the same portions of the ad usting valve chamber 187 as just described when the pipe 130 was the high pressure pipe, and low pressure fluid wlll be free to pass from the same portions of the adjusting valve chamsuch excess pressure will be i-elieved y the stem 193 'of the adjusting fluid passage from the high pressure side 176 o the safet valve chamber to the low pressure side 1 7, and such fluid passing through the said safety valve will, therefore, be merely byassed from one side of the fluid circuit 0 the mechanism to the other side.

The receding description of the operatien o the control mechanism! has been based on the di mmatic view in Fi 7 in which some 0 the details of the mec nism have been omitted for simplicity, but where the essential details have been given with the same designating numerals as those of the corresponding parts in the views of theactual mechanism. The details of the actual mechanism which have been omitted from the diagrammatic view will now be described. Referring more particularly to Figs. 1, 2 and 5, the rod 218 carries at its outer end the yoke 268 with which the control lever 250 has a rocking connection through the 'pin252. Instead of the end of the lever 250 being connected direct to the, valve 188, as shown in the diagrammatic view,. Fig'. 7, it is connected by the pin 266 to the double link 501 which is connected at its other end to the cross head pins 199, previously described, and thus to the said adjusting valve 188; Projecting from the quadrant 258 is a bracket 270 by means of which it is connected to the casing 18.

When the crank element 48 is concentric with the center of rotation of the cylinder .e'lement 22, rotation of the said cylinder element produces no pressure in'the main fluid circuits, and movement of the adjus ing valve 188 will not be aecom 'anied 1y motion of the adjustable crank e ement 48,

' act to effect the adjustment.

since there is no fluid pressure which can At this same time there is also no force acting bu the cranlr' element 48 to displace it from its 7 position of concentricity; and while fluid pressure (derived at other times when there 1 1s fluid pressure in the main fluid circuit) might be stored in a tank to be used at this critical position, whichis a method that I have practised in me forms ofmechanism, yet I prefer n this mechanism to produce the nry adjustment of the crank element 48 through the point of concentricity by means of manual exertion, since the manual exertion required is com- I paratively small and tends to simplicity of construction. I have, therefor provided means whereby when the centre lever 250 studs 276, where they abuta siderable friction resulting has been so moved as to cause the I --i ng, valve to open the ports fluid chamber 18 becomes a momenta-i fixed fulcrum due to the ears272- which project fromthe said cross hewd 196 striking a met the nuts274 on the endof the'stu 276 or against the shoulders 278 on the said inst the end of the valve block 127, the and studs pass- 111% rallel to the said valve block 127 an Eiiall fastening into the main 18 and ereby se to hold'the sai valve block 127 sec When the ears 272 ofvthe cross-head 196 strike either the nuts 274 or the shoulders 278 any .movement of the control lever 250 produced by manual exertion'on the handle y in its position.

254 will produce a corresponding movement 7 of the rod 218 and consequently of the ad,- justable crank element 48, the rt 158 of the low pressure circuit valve c amber being normallyopen owingto the spring 155:

being weaker than the sprin 154 and consequently fluid from the a justing chambers is free to pass out into the low pressure side of the main fluid circuit, thus enabling the said crank element 48 to be moved to a position of eccentricity with respect to the cylinder element 22. Just as,

soon as the crank element 48 becomes eccentrio, even to the slightest degree with respect to the rotating cylinder element 22, the rotation of the said cylinder element produces fluid pressure in one side or the other of the main fluid circuit and such fluid pressure is therefore immediately-available for use in efiecting further adjust- .ment ofthe crank element 48. a Manual exertion on the part of the operator for performing adjustment is, therefore, required only for moving the crank element 48 through an infinitesimal distance at the position of concentricity.

The previous description of the mechanism has been based on the assumption that of fluid which pass through the working e as joints into the interior of easing unl the said casing be filled with fluid. "I prefer, however not to fill the casing with an incompressible fluid such as oil, which I prefer to use, as therotation of the cylinder element through such a fluid produces conin the loss of power or a r duction in efliciency of th 

